JP2607553B2 - Engine throttle valve controller - Google Patents

Description

Description: TECHNICAL FIELD The present invention relates to an engine control device, and more particularly, to an improvement in a response of a throttle valve to an accelerator operation.

(Prior Art) Factors for adjusting the output of an automobile engine include a fuel supply amount, an air-fuel ratio, and the like. A dominant factor that determines these adjustment factors is, for example, the opening of a throttle valve in a gasoline engine. In a traditional gasoline engine, the throttle valve is mechanically engaged with an accelerator pedal, and thus the throttle opening is determined by the amount of depression of the accelerator pedal.

However, in the throttle opening adjustment by mechanical engagement, since the accelerator depression amount and the throttle opening always correspond one-to-one, it is impossible to adjust the engine output corresponding to a change in the driving situation.

Therefore, with the advance of electronics, an electronically controlled throttle controller has emerged.The car considers the accelerator as the input source of travel request information from the driver, and the vehicle determines the driver's driving request based on the accelerator pedal depression amount. The optimum throttle opening is determined in consideration of the engine and the output characteristics of the engine. As a conventional example of such an electronically controlled throttle controller, there is a technique relating to the improvement of the reliability of the throttle control, for example, as disclosed in Japanese Patent Laid-Open No. 59-122742, which relates to the improvement of the throttle opening characteristics with respect to the accelerator pedal depression amount. For example, there is JP-A-61-171846.

(Problems to be Solved by the Invention) On the other hand, with the diversification of demands for automobiles and the further progress of electronics, engines equipped with a supercharger such as a turbocharger, for example, an electronically controlled transmission (hereinafter referred to as EAT) have been proposed. Automobiles with automatic operation functions, such as vehicles equipped with automatic transmissions (AT), power modes, normal modes, economy modes, etc., have been developed and commercialized.

With the high performance and high functionality of these vehicles, the throttle opening has been uniformly increased in the early stage of sudden acceleration determined from the general accelerator depression amount as disclosed in JP-A-61-171846. Controls such as delaying the operation are becoming inadequate.

That is, in the engine with the supercharger, since the compression ratio is designed to be small from the viewpoint of engine reliability at the time of supercharging, the engine output is small in the operating region where the supercharging is not performed. , Slow acceleration. Conversely,
In the supercharging region, the engine output suddenly increases due to an increase in the charging rate due to the supercharging. As a result, there is a difference in the engine output corresponding to the same change in the accelerator depression amount between the non-supercharging region and the supercharging region, so that the driver feels a sense of discomfort. Conversely, the driver is forced to operate the accelerator while always being aware of the pressure indicated on the boost meter.

Therefore, the present invention has been proposed in order to eliminate the disadvantages of the above-described conventional example. The purpose of the present invention is to provide an engine with a supercharger, while ensuring the responsiveness of the engine in a non-supercharged region, The present invention is to propose an engine control device for preventing the torque shock.

(Means and Actions for Solving the Problems) According to a configuration of the present invention for achieving the above object, as shown in FIG. 1, in an engine provided with a supercharger, a supercharger for intake air by the supercharger is used. A supercharging state detecting means for releasing a supply state, a throttle valve for adjusting an engine output, an opening / closing means for opening and closing the throttle for a predetermined relationship based on an accelerator operation amount, and an output of the supercharging state detecting means. received,
When the supercharged state is detected, the throttle valve is opened less than when not in the supercharged state,
Control means for controlling characteristics of the opening / closing means.

(Example) Hereinafter, an example in which the present invention is applied to a gasoline engine having a turbocharger and an EAT function will be described in detail with reference to the accompanying drawings. This EAT function is, as described later, the gear position (GP) is 1st to 4th (overdrive)
And the transmission mode is a so-called "D"
In the (drive) range, three modes of a “power” mode, a “normal” mode, and an “economy” mode are provided, and a shift pattern unique to each mode is electronically prepared. These modes can be selected by a driver using a switch in the vehicle as described later, as described later. In each of these modes, the speed at which the gear is shifted (shift point) shifts to a lower side in the above pattern order. That is, when focusing on one engine rotation speed, it can be said that the gear ratio is relatively small in the approximate order.

<Outline of Embodiment> FIGS. 2A and 2B show an outline of throttle control in this embodiment. In particular, FIG. 2A shows that in a steady state, and FIG. 2B shows that in a transient state. Indicated.
Here, the steady-state characteristic refers to a static characteristic after an excessive change in the throttle opening with respect to a change in the accelerator depression amount.

As shown in FIG. 2A, the target throttle opening TAGET during steady running is first determined by the map according to the accelerator pedal depression amount α (%). At this time, according to the accelerator mode and whether or not the accelerator is being returned, four types of the map are prepared as shown in FIG. 2A. Thus, the basic Surotsutoru opening TVO _B is determined. The TVO _B is subjected to corrections G _AV , G _V , and G _B based on the accelerator depression speed α, the vehicle speed V, the boost pressure B of the supercharger, and the like, and the steady-state target throttle opening TAGET is obtained. decide.

According to FIG. 2A, the basic throttle opening characteristic TVO _B is generally economy (FIG. 2A (a)) normal (
In the order of (b) in FIG. 2A and power ((c) in FIG. 2A), a larger throttle opening can be obtained for a slight change in the accelerator depression amount. However, in this state, even in the same mode, as the gear ratio increases (third gear, second gear, and first gear).
Speed) and the shaft output increase, so that a torque shock is likely to occur. Therefore, the throttle gain is set lower as the gear ratio increases.

When the accelerator is returned, the characteristics are as shown in FIG. 2A (d) regardless of the mode setting. Therefore, the closing change of the accelerator becomes the closing change of the throttle substantially as it is. Accordingly, the deceleration is performed as requested by the driver in response to the accelerator return operation in a state where the accelerator is depressed relatively large.

Further, according to (e) of FIG. 2A, in the power mode, the gain is increased as the accelerator pedal depression speed α is increased, so as to respond to the driver's acceleration request. This is because, regardless of the magnitude of the accelerator depression amount α, the fact that the depression speed α is large indicates that the driver is making a request for acceleration.

According to (f) of FIG. 2A, the gain increases as the vehicle speed increases.

According to (g) of FIG. 2A, the higher the boost pressure, the lower the gain. When the boost pressure is high, the engine torque is large, so the output characteristic has a step like a turbo-like confidential talk. However, by adding the correction shown in (g), a flat output characteristic is obtained, Exercise controllability can be improved.

Thus,従Tsuta target opening taget steady characteristics are _{TAGET = TVO B · G AV ·} G V · G B.

The correction factors for the target throttle opening TAGET in the steady-state characteristics applied to the present embodiment include other factors such as water temperature correction, atmospheric pressure correction, steering wheel angle correction, and correction when the air conditioner is operating. Since it is not directly related to the invention, the description is omitted.

Transient FIG. 2B shows throttle control during a transition when the accelerator opening changes. That is, the target opening TAGET calculated and obtained as a steady state is corrected to obtain the final target throttle opening TAGETF.

That is, a limiter process as shown in FIG. 2A is performed on TAGET. This is the calculated throttle opening TAGET
Is to prevent the value from becoming 100% or more or negative.

2B to 2D perform a filtering process. In this embodiment, a digital primary response filter is used.
With this primary response filter, the rapid increase of TAGET corresponding to the rapid increase of the accelerator opening becomes smooth and gentle.
Further, the coefficient β (reciprocal of the time constant) of this filter is determined by using mechanical control when the first-speed gear is used, when the accelerator is being returned, or when the electronic control of the throttle described later breaks down (FIG. 2B). (B)) sets β = 1, sets the coefficient β to a relatively small value when the accelerator stepping speed is high ((c) in FIG. 2B), and sets the coefficient β to a large value when (D) in FIG. 2B).

According to (b) of FIG. 2B, there is no response delay and the sensor responds sensitively to a change in the accelerator, so that the requirement that the starting response is emphasized when the first gear is used is satisfied. It responds sensitively without any response delay even during the accelerator return, so that it accurately follows the driver's intention to decelerate. Also,
When the accelerator stepping speed is high, that is, at the time of rapid acceleration, the response delay increases, the torque shock decreases, and smooth acceleration is achieved.

Note that the transient characteristic control of the throttle opening shown in FIG. 2B changes depending on the first gear, accelerator stepping speed, and whether the accelerator is being returned or not, but in this specification, FIG. Further, an embodiment in which a gear position, a setting mode, and the like are further taken into account is also disclosed.

<Configuration of Engine Control System> FIG. 3 is a configuration diagram of an embodiment in which the engine control device according to the present invention is applied to a turbocharged engine.
The main components in the drawing will be described. 1 is an air cleaner, 2 is an intake air temperature sensor, 3 is an air flow meter, 4 is a turbocharger, 5 is a wastegate valve, 6 is an engine body, and 7 is an intercooler. Thus, air sucked in accordance with the supercharging Tabochiyajiya 4 while being measured the intake air amount Q _a by the air flow meter 3, while being cooled by the intercooler 7, moves toward the main take-manifold of the engine body.

8 is a throttle valve, 9 is an actuator for driving the throttle valve, 10 is a boost pressure sensor for measuring the pressure in the intake pipe, and 11 is an injector. Thus, the intake air is mixed with the fuel injected from the injector 11 while its amount is regulated by the throttle valve 8,
It is supplied to the combustion chamber in the engine body 6 and explodes by combustion.
The exhaust gas passes through an exhaust passage, gives combustion energy to the turbocharger 4 by converting it into rotational energy, and is further purified and exhausted by the catalytic converter 12.

13 is an electronically controlled automatic transmission, so-called EAT. This EAT
13 is controlled by an EAT controller (EATC) 50.
As is well known, the interior thereof includes a torque converter 14, a planetary gear unit 15 having an overdrive mechanism, and a hydraulic control unit 17 including a solenoid valve, a hydraulic circuit and the like for them. Between the EATC50 and EAT13, there are signals such as a shift signal (SOL1 to SOL4 to be described later) indicating a shift result state by this signal, in addition to a signal for driving the hydraulic circuit by opening and closing the solenoid valve. A vehicle speed sensor 16 is provided on the output shaft of the EAT.

Reference numeral 18 denotes a throttle controller incorporating a servo control circuit for a DC servo motor that drives a throttle valve. The servo motor is provided in the throttle actuator 9. Reference numeral 20 denotes an accelerator pedal, and reference numeral 21 denotes an accelerator position sensor for detecting the amount of depression of the accelerator.

<Related Switches> FIG. 4A is a switch for selecting the above-mentioned modes (power, normal, economy).

FIG. 4B shows a switch for making full use of a so-called automatic driving function. A "MAIN" switch is for turning on a power supply to a controller (ASC) for controlling automatic driving. The switch is used for setting the cruising speed and for accelerating the switch by keeping the switch pressed for a predetermined time.
E) ”is a switch for returning to the original cruising speed after the automatic driving mode is released.
T) "The switch is for fully closing the slot.

<Throttle Sensor / Actuator> FIG. 5 shows a configuration of a throttle sensor / actuator assembly used in the engine system of the present embodiment. This sensor / actuator has a so-called fail-safe function in view of the importance of the role of the throttle valve in an automobile.

In FIG. 5, 8 is a throttle valve, 9 is a throttle actuator, 18 is a throttle controller, and 20 is an accelerator pedal. These have already been described in connection with FIG. There are two accelerator position sensors 21 for detecting the amount of accelerator depression for fail-safe operation, with 21b being the main and 21a for the back-up. These sensors serve as potentiometers, and their outputs are obtained by converting the percentage of the accelerator depression amount when the accelerator is fully depressed into a voltage value. 29 is a pulley linked to the accelerator pedal 20 by a wire, and 31 is an engagement piece linked to the throttle valve 8.

The throttle actuator 9 includes a servomotor 28,
A solenoid 27, a pulley 25, an electromagnetic clutch 25 for transmitting the torque of the DC servo motor 28 to the pulley 25 when the solenoid is energized, and a rotation amount and a rotation speed of the pulley 25 for servo control of the motor 28. , And a rotation sensor 24 for returning to the throttle controller 18.
The pulley 25 is linked to the pulley 32 by a wire.
Although the pulleys 29 and 32 and the engagement piece 31 rotate about the same rotation axis, in FIG. 5, for convenience of explanation, the rotational motion is converted into a linear motion. . The throttle sensor 33 is used to detect the fully open state or the fully closed state of the throttle valve 8 and to detect the throttle opening when the throttle valve 8 is directly driven by the pulley 29 when the electronic control of the throttle has failed. is there.

The pulley 29 and the engagement piece 31 have play until the engagement position, and the engagement piece 31 is usually set to be in an engagement state with the pulley 32. When the ECU 40 determines that the self-diagnosis is OK, the clutch 26 is in a connected state. Accordingly, when the accelerator 20 is depressed, the accelerator depression amount α is detected by the sensor 21a, and at the same time, the signal α is sent to the ECU 40 via the throttle controller 18. In the ECU 40, the final target throttle opening TAGETF is immediately calculated by the control described later, and the result is sent to the throttle controller 18. The throttle controller 18 performs D / A conversion of the TAGETF to rotate the motor 28, and performs servo control based on a feedback signal from the sensor 24 so as to be at a predetermined rotational position. That is, the servo motor rotates by an amount corresponding to the TAGETF to rotate the pulley 32.
31 rotates, and the throttle valve 8 is opened by an amount corresponding to TAGETF. When the engagement piece 31 rotates, the engagement piece 31
In the normal state, the throttle valve 8 is not directly opened / closed by the pulley 29.

On the other hand, when it is determined that the control circuit for throttle control is abnormal, the electric shaft clutch 26 is disconnected, and the pulley is depressed after the accelerator is depressed by a predetermined play amount.
29 and the engagement piece 31 are engaged, and thereafter, the throttle valve 8
It is opened and closed directly by a mechanical connection with the accelerator pedal.

<Input / Output Signals to Controller 40> FIG. 6 is a diagram showing input / output signals and the like of the ECU 40.

α (master) and α (sub) are accelerator depression amounts from the aforementioned throttle actuator. Similarly, the throttle and the throttle (sub) are also the throttle opening measured by the throttle sensor 33.

The shift solenoid signals (SOL1 to SOL4) are signals from the EATC50, and indicate that the current shift position is in any one of the first to fourth gear positions. The P, N, and R range signals are signals indicating a selected position from a well-known selector lever. Mode signals such as normal, power, economy, etc. are signals from the switch shown in FIG. 4A. Signals such as MAIN, SET, RES, and COAST are signals from the switches shown in FIG. 4B.

From the engine speed N is Day string bi Yuta 41, the vehicle speed signal V is a vehicle speed sensor 16, the water temperature T _W signals a water temperature sensor 42
, The atmospheric pressure signal P _A is obtained from a pressure sensor (not shown), the boost pressure B is obtained from the boost sensor 10, the steering angle signal is obtained from a steering angle sensor not shown, and the A / C load signal is obtained from an air conditioner not shown. Signal.

As the output signal, in addition to the above TAGETF, there are a signal for forcibly turning off the power supply to the DC servomotor 28, a signal for turning off the clutch 26, and the like.

As another fail-safe mechanism, two brake switches are provided. Further, when the brake pedal is pressed, the accelerator is fully closed, so that the power supply to the servomotor 28 is turned off by the circuit of FIG. That is, the throttle is forcibly fully closed without going through the arithmetic control by the ECU 40.

FIG. 6 is a block diagram showing a part of the control functions performed in the ECU 40 which is particularly relevant to the present invention. Its functions are running feeling control, throttle target value control, and throttle calculation control. The running feeling control is to set an optimal throttle opening value based on an accelerator pedal depression amount, a gear position, a traveling mode, and the like. Other features include automatic cruise control (ASC) and fuel safe.

In FIG. 6, the throttle target value setting control is performed by:
One of the inputs is selected from the running feeling control and the ASC control.This is because the running feeling control mainly determines the target throttle opening from the accelerator pedal depression amount by the driver. This is because, during traveling, the throttle opening is determined based on the set vehicle speed and the actual vehicle speed, irrespective of the accelerator operation of the driver.

<Configuration of Controller> FIG. 7 is a block diagram showing the internal configuration of the ECU 40 that performs throttle control. 301 is an input / output (I / O) port, 30
Reference numeral 2 denotes a CPU such as a microprocessor. The output port of 301 is of a latch type and is connected to a driver 308. Reference numeral 303 denotes a ROM for storing a control program according to an embodiment to be described later, a map, and the like; 304, a RAM for storing various temporary data used for control; and 305, a program for setting a time for a timer interrupt. Expression timer, 306
Is used to convert the accelerator depression amount α, etc., into digital values.
It is an A / D converter (ADC). Reference numeral 307 denotes an interrupt control unit.

<Overview of Slot Control> FIG. 8 shows the relationship between control programs in the engine control system shown in FIG. 3, especially the parts related to the present embodiment. In the present specification, among the control program shown in FIG. 8, details of a portion related to the EAT control and a portion related to the fuel control are omitted because they are not particularly related to the present invention. The control program parts particularly related to the present invention are the throttle control main routine (the details are shown in FIG. 9 and below) of FIG. 8 and the throttle opening output routine (the details are shown in FIG. 10 and below). . The former is 30ms
It is started by a timer interrupt every 15 ms, and the latter is started by a timer interrupt every 15 ms. Note that these times are merely examples, and the control interval of the main routine of, for example, 30 ms may be determined by setting a control cycle that is several times the highest frequency to be controlled for the control target. Also,
The subroutines called by these two interrupt routines are further shown in FIG.

The outline of the throttle control main routine will be described with reference to FIG. This main routine, as described above,
The timer starts every 30 ms. First, in step S2, the accelerator operation by the driver is detected. Details of this subroutine are shown in FIG. 9A. At steps S4 and S6, the accelerator opening α and the mode M detected by a timer interrupt routine (FIG. 10) every 10 ms, which will be described later, are read from the memory, and based on these signals, the basic throttle opening is determined at step S8. Search for a map (stored in ROM303) to determine TVO. TVO _B search of this step S2, the FIG. 2A (a) ~
This corresponds to (d), the details of which are shown in FIG. 9C.

To TVO _B obtained in step S2, obtaining a line of connexion output T ₀ the accelerator depression speed correction at step S10. The correction processing in step S10 corresponds to (e) of FIG. 2A, and details thereof are shown in FIG. 9D.

Next, in step S11, it is checked whether or not the current driving mode is in the power mode (M = 3). Only when the driving mode is in the power mode, in step S14, the correction according to the vehicle speed is performed, and the throttle opening is determined. get a T _1. This vehicle speed correction corresponds to (f) in FIG. 2A, and details thereof are shown in FIG. 9E.

In step S16, boost pressure correction is performed. This correction corresponds to (g) in FIG. 2A, the details of which are shown in FIG. 9F.
Next, a limiter process is performed in step S18. This limiter processing corresponds to (a) of FIG. 2B, and details thereof are shown in FIG. 9G.

In this manner, the throttle opening TAGET in a steady state (at rest) with respect to the accelerator opening α touched at a certain depression position in a certain mode and gear position is calculated.

An outline of the throttle opening output routine will be described with reference to FIG. This routine starts a timer every 15ms,
As part of this output routine, control (filter processing) for the initial lay (transition period) when the accelerator opening α is changed is incorporated. In step S200, the vehicle speed sensor
Input vehicle speed V from 16 and AD converter at step S202
From 306, the accelerator opening α and the boost pressure B are input. Further, the accelerator opening value measured and stored the previous time (15 ms before) is stored as α _n−1 and the currently measured α is stored as α _n for later calculation. In step S204, the transmission gear position GP and the mode switch position are stored in RAM from the input port 301.
Read in 304. Here, GP-1 (1st speed) GP-2 (2nd speed) GP-3 (3rd speed) GP-4 (4th speed) M = 3 (power mode) M = 2 (normal mode) M = 1 (economy) Mode). The data stored in the RAM 304 is used in various steps in other controls. Step S2
In step 06, the accelerator depression speed is calculated. The details of this calculation routine are as shown in FIG. 10A. This is used in the aforementioned vehicle speed correction subroutine. Here, for convenience of explanation, the accelerator pedal speed measurement routine will be described first.

The accelerator depression speed calculation step S210, reads the accelerator opening alpha _n-1 of the previous accelerator opening alpha _n and the previous from RAM. And step S2
At 12, the accelerator depression speed is calculated according to = α _n −α _n-1 . That is, the change in the opening degree for 15 ms is defined as the accelerator stepping speed. In order to accurately grasp the intention of the driver, for example, the data may be compared with data before 60 ms, that is, α _n−4 . That is, = α _n -α _n-4 . The time interval should be as short as possible so that the driver's will can be reliably grasped and the intention is fed back to control as soon as possible.

In step S214, comparison with _max is performed. Here, _max is the largest value detected in the past in one accelerator operation process of continuing to depress the accelerator at a certain speed. If has increased, ie,> _max , then in step S216, the current _max
To update. That is, _max ←. Next, in step S218, the value is compared with a predetermined small constant ε. If it is smaller than ε, that is, if <ε, this refers to the state where the accelerator pedal is stopped (the accelerator is almost stopped) as well as during the accelerator return, and at that time, in step S220, _{Set max} to “0”. By doing so, the _max when the value has a value other than “0” is the maximum accelerator depression speed in the accelerator operation in which the accelerator is continuously depressed (α increases monotonously).

The _max and the _max obtained in this accelerator depressing speed calculation subroutine are stored in the RAM 30 for use in other routines.
Stored in 4.

Returning to the description of FIG. Step S208 performs a response process to the transient period of the accelerator change, calculates the final target throttle opening TAGETF, and outputs it to the throttle actuator 9, and FIG. 2B (b) to (d) in FIG. ), The details of which are shown in FIG. 10B.

FIG. 10B shows one form of the transient response processing.
A modified embodiment is shown in FIG. 10C.

Hereinafter, details of the throttle opening control will be described based on a flowchart.

<Details of Throttle Steady State Control> Accelerator Operation Detection (FIG. 9A) In step S20, the accelerator depression speed is read from the RAM 304, and in step S22, the flag AF is checked. This AF
The flag is reset to "0" in the initial state, and is set to "1" when the accelerator return operation is detected. The detection of the accelerator return operation is necessary to change the basic throttle opening map at the time of return and in the excessive processing of TAGETF (see steps S44 and S46 in FIG. 9C and step S248 in FIG. 10B).

Now, it is assumed that the accelerator opening α is changed by the driver as shown in FIG. 9B. At the initial stage, AF has been reset, so the process proceeds to step S24. If it is detected in step S24 that the accelerator is being depressed, that is, if> 0, it is determined that the accelerator is being depressed, and step S32 is determined.
To keep the AF reset. That is, while the accelerator pedal is depressed, steps S20, S22, S24 and S32 are repeated.

When the accelerator opening α decreases to try to return the accelerator, ≦ 0 is detected, and the process proceeds to step S26. In step S26, it is determined whether the speed of the accelerator return operation has reached a predetermined speed or more, that is, <-A (A is a positive number). If not, it is processed as noise (step S28).

If <-A is detected, the flow advances to step S30 to set AF to "1" to indicate that the accelerator return operation has been performed.
Set to

Once the AF has been set, Step S22 to Step S
You will proceed to 34. In step S34, it is checked whether or not the accelerator depression speed has exceeded a constant value A. Only when it exceeds, the AF is reset in step S36, and the AF remains set to the extent that it does not exceed A while returning or stepping on (step S30).

Thus, the return state of the accelerator is detected. Further, erroneous detection can be prevented by providing the insensitive areas of -A to -A. This is because, in this embodiment, when the accelerator is returned,
This is because an erroneous detection of accelerator return leads to a sudden change in the throttle opening because the throttle is to be closed along a curve different from the depression (see FIG. 12B).

Note that A in step S26 and A in step S34 may be different numerical values.

Basic throttle opening map search (FIG. 9C) In steps S40 and S42, it is checked whether the current operation mode M read in step S6 (FIG. 9) is the economy mode, the normal mode, or the power mode. Further, it is also checked whether the accelerator return (AF = 1) is detected in one of the normal mode and the power mode (steps S44 and S46). Then, to determine the Matsupu suitable for each state, at step S56, reads the basic Surotsutoru opening TVO _B corresponding to the accelerator depression amount α of the time from Matsupu.
More detailed characteristics of the map corresponding to each state are shown in FIGS. 11 (a) to 11 (d).

Here, the merits of having the accelerator return map will be described with reference to a comparison between FIGS. 12A and 12B. In the power mode or the normal mode, as can be seen from FIG. 11, it is relatively steep below a certain accelerator opening and relatively gentle above the opening.
Such an accelerator opening is often at least medium speed or higher. On the other hand, in such a middle or higher speed range, when the driver returns the accelerator, it is needless to say that a more stable driving can be obtained if the vehicle decelerates straightforwardly in response to the return.

However, even when the accelerator is returned during the power mode and the normal mode, if the map having the characteristics as shown in FIGS.
In A Figure, when the accelerator opening is returned by [Delta] [alpha] _1, Ro tree Torr accelerator opening change by it becomes [Delta] T _H1, the change is very small. Therefore, the deceleration due to the accelerator return is small contrary to the driver's expectation. Conversely, when the accelerator opening is small (for example, 20%), a small throttle opening change causes a large throttle opening change, and the deceleration is more than expected.

Therefore, if a relatively linear return characteristic as shown in FIG. 11 (d) is added to the power mode and the normal mode, the accelerator opening decreases (Δα) as shown in FIG. 12B.
₂ ) Reduction in throttle opening corresponding to linear (Δα _H2 )
Is obtained, and the above-mentioned disadvantage is solved.

The reason why the return characteristic is not added to the economy mode is that, in this embodiment, the map characteristic in the economy mode is relatively linear due to the output characteristics of the engine, and a return map is not particularly required. is there. However, an engine with a poor output characteristic in a region where the throttle is in a low opening degree needs a map characteristic with a large gain. In such a case, a map for returning the accelerator is required even in the economy mode.

Accelerator depressing speed correction (Fig. 9D) First, in step S60, the maximum accelerator depressing speed calculated in the accelerator depressing speed calculation routine in step S206.
Read _max from RAM 304. In steps S62 and S64, the current operation mode is checked, and in steps S66 to S70, a correction gain map corresponding to the current operation mode is selected. Then, in step S7269, from the selected Matsupu, reads the correction gain G _AV corresponding to _max, calculates the _{T 0 = TVO B × G AV} .

Here, G _AV for economy mode is G _AV = 1 across the _max. That is, there is no correction. In this embodiment, G _AV = 1 in the economy mode. However, depending on the characteristics of the engine, for example, when the engine output is not good in a region where the throttle opening is low, G _AV
AV ≧ 1 may be set.

On the other hand, G _AV in normal mode and power mode
The tendency of the characteristic is, in general, the maximum accelerator depression speed
_The larger the _max is, the higher the gain is, so as to answer the driver's acceleration demand. Regardless of whether the accelerator opening is a low opening or a high opening, a high depression speed _max indicates that the driver is making a request for acceleration.

Here, G _AV is not the stepping speed at that time,
The reason for _obtaining according to the maximum acceleration writing speed _max is as follows. In other words, when the driver tries to increase the acceleration, _max is constantly updated, so _max and _max have the same meaning. On the other hand,
When it increases or decreases within the range, the emphasis is placed on the driver's intention to accelerate, and the correction gain _GAV is obtained using _max instead of the decrease. Even if you do this,
When <ε, _max becomes “0” and G _AV at this time becomes “1”, that is, since there is no correction,
Since _max value of G _AV exceeds _{A (see} step S66~ step S70) is stationary, it is no problem.

When the correction gain G _AV is determined, at step S72, the provisional target Surotsutoru opening T _0, is calculated by _{T 0 = TVO B × G AV} .

In the vehicle speed correction (first 9E view) step S74, is removed from the RAM304 vehicle speed V read from the vehicle speed sensor 16 at step S200 (FIG. 10), reads the correction gain G _V corresponding to the vehicle speed in step S76, step S78 Then, T ₁ = T ₀ × G _V is calculated. In this embodiment, when the vehicle speed V exceeds 60 km / h, this correction is effective, and when the vehicle speed V exceeds 120 km / h, the correction gain stops.

Boost pressure correction (FIG. 9F) In step S80, the accelerator depression speed obtained in step S212 is taken out, and in step S82, the boost pressure B obtained in step S202 is taken out. Then, select the boost pressure correction G _B having a characteristic boost pressure B is a positive a relatively small value towards the case as compared with the case of a negative (step S86, S88). That, G _B (B: positive) <G _B: a (B negative). In this case, when the boost pressure B is negative, the gain is increased to quickly bring the turbo zone (the boost pressure is positive). When the boost pressure is positive, by setting the gain low, it is possible to compensate for the difficulty in controlling the vehicle's kinetic characteristics due to an excessive increase in the engine output, and to prevent an acceleration shock.

Generally, when rapid acceleration is performed, the vehicle speed increases, and the boost pressure B changes from negative (indicated by I) to positive (indicated by II). In the conventional case, as shown in FIG. 13A, an acceleration shock occurs at the time of transition from the region I to the region II, but according to the present embodiment, the acceleration rapidly increases as shown in FIG. 13B. It can be seen that the acceleration reaches a maximum, and thereafter the acceleration has little fluctuation and becomes smooth.

Now, in the embodiment shown in FIG. 9F, the boost pressure B
By performing more precise correction control than by performing a correction having such a characteristic that a positive value takes a relatively small value as compared with a negative case, the driver's intention can be reduced from the driver's accelerator operation. Is read more, and throttle control corresponding to the accelerator operation is performed. That is, as shown in step S86,
The above case _B, that is, when the driver is an attempt is made to sudden acceleration, if not in the turbo zone, the smaller the boost pressure B G _B in early as larger than "1" to enter the turbo zone, Once in turbo zone, so as not to perform the boost pressure correction (G _B = 1).

Accelerator depression speed, and when a _<B, since the rapid acceleration driver is not willing, in the non-turbo zone, retain a certain degree of acceleration (G _B = 1), the turbo zone, excessive in order to suppress the acceleration, the G _B 1 or less.

Limiter processing (FIG. 9G) This processing is based on the fact that the throttle opening can be opened and closed only in the range of 0% to 100%, and the target throttle opening that can be generated by calculation (T ₂ calculated in step S90).
Is set to “0” when the value becomes negative (step S98),
The time when the above is reached is set to 100 (step S96). Thus, the throttle opening after the limiter processing is
TAGET (Step S100).

As described above, in a certain operation state, (I) according to the operation mode, (II) according to the accelerator opening α, (III) depending on whether or not the accelerator is being returned, (IV) the accelerator The static characteristic TAGET of the throttle opening is determined according to the stepping speed _max , (V) the vehicle speed V, (VI) the boost pressure B and the accelerator stepping speed.

<Details of throttle control during transition> ... Basic example Throttle control during transition is mainly based on accelerator opening α
Is to absorb a sudden change in the throttle opening when a large change occurs in the processing by the temporary response filter. Further, by changing the coefficient (the reciprocal of the time constant) of the response filter according to the traveling condition,
This is to obtain the optimum running time.

First, the digital filter will be described. No.
As shown in FIG. 14, in order to absorb a sudden change in the accelerator opening indicated by a broken line, it is appropriate to use a throttle opening change as indicated by a solid line. Such a curve is obtained, for example, as an exponential function curve, and a primary response filter is suitable for being realized as a filter. It is well known that the primary response filter corresponds to an RC integration circuit as shown in FIG. 15 when represented by an electric circuit. In this integration circuit, between the input voltage X and the output voltage Y, There is a relationship. s is a differential operator. Then, when the above equation is converted to time space, this is, Can be rewritten as Is obtained. It is well known that RC is a time constant, and that when this value is large (the reciprocal is small), the curve becomes gentler, and when the time constant is small (the reciprocal is large), the curve becomes steeper. . Therefore, the following description, the TAGET got X _n of the equation in Rimitsuta processing step S100, the Y _n to a final Surotsutoru opening target value TAGETF, And

Now, the control will be described with reference to FIG. 10B. Step S23
0, At step S232, the stepping speed and the gear position GP are read. In step S234, stores the target Surotsutoru opening TAGET provisional calculated in the step S100 to THR ₁ in RAM. In step S236, it reads the last (30 ms ago) calculated final Surotsutoru opening TAGETF from THR ₂ in RAM.

In step S238, check whether the throttle is in the closing direction,
Determine if you are in the listening direction. That is, if it is in the closing direction, since THR ₁ <THR ₂ , the process proceeds to step S252, and THR ₂ is updated. Then, the TAGET of THR ₁ to a final Surotsutoru opening TAGETF at step S254, and outputs the TAGETF through Ro Tsu torr controller 18 to Ro Tsu torr activator Yu eta 9 at step S256. This is because it is not necessary to perform the filter processing for the response delay when the shutter is in the closing direction.

On the other hand, when the throttle is in the opening direction, that is, when THR ₁ ≧ THR ₂ , the process proceeds to step S240. Step S240 is for changing the value of the coefficient β according to the value of. That is, if < _0, it is considered that there is little acceleration shock because the accelerator pedal depressing speed is low, and β is set to a large value (in order to make the actual throttle assistance steeper to emphasize acceleration response). For example, β = 0.08 (Step S24)
2). Conversely, when ≧ ₀ , the coefficient β is set to a smaller value (for example, β = 0.04) in order to make the throttle change more gentle with respect to the accelerator change in order to suppress the acceleration shock (step S244).

In step S246, a filtering process is performed. This means that for THR ₂ of this THR ₂ the previous (30 ms ago), a filter processing for increasing beta × only (THR ₁ -THR _2). For example, β =
If 0.04, It is. As a value of ₀ , for example, Is appropriate.

In step S248, the gear position is in the first speed (GP = 1)
It is checked whether the accelerator is being returned (AF = 1). If the gear is the first speed or AF = 1, the value to be stored in the THR _2, the value calculated in step S246 is without adoption, adopting TAGETF at step S250. This is because the response speed to the accelerator operation is emphasized when the first speed or the accelerator is being returned. That is, the first speed is mainly used at the time of starting, and at this time, the engine speed is low. This is because the low rotation speed region of the engine is a low torque region (particularly remarkable in a turbo engine), and in an AT vehicle, in this case, the start response becomes worse than the acceleration shock. Further, if the filter processing is performed while the accelerator is being returned, a deceleration feeling that matches the driver's accelerator operation feeling cannot be obtained.

If neither 1st speed nor AF = 1, step S250,
In step S256, the delayed THR ₂ is output as the throttle opening.

<Details of throttle control during transition> ... Modifications The basic system of throttle control during transition described above changes the degree of gentleness of the throttle opening change with respect to the change in the accelerator opening α according to the accelerator pedal depression speed. However, this modification further includes a gear position GP and an operation mode M
Therefore, the degree of the gradual change of the throttle opening degree is to be changed.
It is shown in Figure 10c.

Now, in the basic form shown in FIG. 10B, two types of β are prepared according to the value of the accelerator pedal depression speed, but in this modified example, β is set according to the gear position GP and the operation mode M.
Is changed, it is sufficient to explain only how to select β. The selection step is step S278, and the detailed program is shown in FIG. 10D. Further, the coefficient β selected by the control in FIG. 10D
And the correspondence between gear position GP and operation mode M
(A) and (b) of FIG.

According to the relationship shown in FIG. 10E, β is as follows: The greater the accelerator pedal depressing speed, the smaller the β. This is for the same reason as the control according to the basic form shown in FIG. 10C.

Except in the case of the first-speed gear or the case where the accelerator is being returned, the lower the speed, the smaller the β and the longer the delay time. This is because the lower the gear, the greater the torque, and the greater the acceleration shock due to a change in the accelerator pedal depression speed.

The value of β for the: mode is in the order of β (: power) <β (: normal) <β (: economy). That is, the delay is larger in the normal mode than in the economy mode and in the power mode than in the normal mode.

In this way, by setting the primary response delay time according to the accelerator depression speed, the gear position GP, and the operation mode M, a sudden change in the accelerator opening is smoothed without becoming a sudden change in the throttle opening, and the acceleration shock is reduced. Is achieved.

<Other Modifications> In the above-described embodiment, the EAT vehicle has been described. However, the present invention can be applied to a so-called MT vehicle. This is because even in MT vehicles, there is a problem of an acceleration shock when the accelerator is depressed as the gear is lower. In the above embodiment, the shift mode is changed by changing the shift point. However, the present invention can be applied to an automobile in which the shift mode is changed by changing the final gear ratio.

Further, the present invention is applicable not only to gasoline vehicles but also to diesel vehicles.

Further, the supercharger is not limited to the turbocharger, but can be applied to a so-called supercharger, an inertial supercharger, and the like.

(Effect of the Invention) As described above, according to the throttle valve control device for an engine of the present invention, in an engine including a supercharger,
By opening the throttle valve less in the supercharged state than in the non-supercharged state, the non-supercharged area and the supercharged area are smoothly connected, and the engine control becomes easy, and Engine responsiveness in the supercharging region and prevention of torque shock in the non-supercharging region can be achieved.

[Brief description of the drawings]

FIG. 1 is a functional block diagram showing the configuration of the present invention, FIGS. 2A and 2B are overall views of throttle opening calculation control according to the embodiment, FIG. 3 is an overall view of an engine system to which the present invention is applied, 4A and 4B are diagrams illustrating switches used in the automobile of the embodiment of FIG. 3, FIG. 5 is a diagram illustrating a relationship between a throttle actuator and a throttle controller, and FIG. Signal system diagram of engine controller unit (ECU) 40, FIG. 7 is a diagram showing the internal configuration of ECU 40, FIG. 8 is a diagram showing the relationship between engine control and automatic transmission control, FIG. 9 is a throttle control program 9A is a flowchart of the accelerator operation detection control program, FIG. 9B is a diagram showing the relationship between the accelerator operation and the flag AF by a specific example, and FIG. 9C is a basic throttle opening map search control. 9D is a flowchart of the vehicle speed correction control program, FIG. 9F is a flowchart of the boost pressure correction control program, and FIG. 9G is a limiter process. FIG. 10 is a flowchart of a throttle opening output routine control program, FIG. 10A is a flowchart of an accelerator depression speed calculation control program, and FIG. 10B is a flow of a control program for response delay processing according to a basic form. FIGS. 10C and 10D are flow charts of a control program for response delay processing according to the modified example, and FIGS. 10E and 10B are diagrams of tables showing characteristic values of coefficient β according to the modified example. 11 (a) to 11 (d) are characteristic diagrams of a basic throttle opening map, and FIGS. 12A and 12B are accelerator return maps. 13A and 13B are diagrams illustrating the effect of having the boost pressure correction according to the present embodiment in comparison with a conventional example, and FIG. 14 is a timing chart of a primary response filter. FIG. 15 is a diagram for explaining a method for designing a primary response filter by using a digital filter. In the drawing, 1 ... Air cleaner, 2 ... Temperature sensor, 3 ... Air flow meter, 4 ... Turbocharger, 5 ... Wastegate valve, 6 ... Engine body, 7 ... Intercooler, 8 ... Throttle valve, 9 ... Throttle actuator, 10 ... Boost pressure sensor, 11 ... Injector, 12 ... Catalyst converter, 13 ... Electronically controlled automatic transmission, 14 ... Torque converter, 15 ... Planetary gear mechanism, 16
…… Vehicle speed sensor, 17… Hydraulic controller, 18… Throttle controller, 20… Accelerator pedal, 21,21a, 21b ……
Accelerator opening sensor, 24, 33… Throttle opening sensor, 25, 29, 32… Pulley, 26… Clutch, 27… Solenoid, 28… DC servo motor, 31… Engaging member, 40…
... ECU, 41 ... Distributor, 50 ... EATC.

 ──────────────────────────────────────────────────続 き Continued on the front page (72) Inventor Toshihiro Matsuoka 3-1 Shinchi, Fuchu-cho, Aki-gun, Hiroshima Prefecture Inside Mazda Co., Ltd. (72) Eiji Nishimura 3-1 Shinchi, Fuchu-cho, Aki-gun, Hiroshima Matsu (56) References JP-A-63-109246 (JP, A) JP-A-62-240436 (JP, A) JP-A-58-100234 (JP, U) JP-A-56-101426 (JP, A) , U)

Claims (2)

(57) [Claims] 1. An engine provided with a supercharger, a supercharged state detecting means for detecting a supercharged state of intake air by the supercharger, a throttle valve for adjusting an engine output, and a predetermined value based on an accelerator operation amount. Opening / closing means for opening and closing the throttle valve in the relation of: receiving an output of the supercharging state detecting means, and detecting that the supercharging state is detected, the number of the throttle valves is smaller than when the supercharging state is not detected. Control means for controlling characteristics of the opening / closing means so as to open the throttle valve control apparatus for an engine. 2. The operation amount detection means includes means for detecting an accelerator opening and detecting an accelerator opening speed, and the opening / closing means includes means for calculating a basic throttle opening from the accelerator opening. The control means includes a correction gain calculating means for calculating a correction gain for the basic throttle opening, and a means for outputting the basic throttle opening multiplied by the correction gain to the opening / closing means. When the detected accelerator opening speed is high, the smaller the supercharging state, the larger the correction gain is set to be greater than 1. When the detected accelerator opening speed is low, the supercharging is performed. 2. The engine throttle according to claim 1, wherein said correction gain calculating means is controlled such that said correction gain is made smaller than 1 as the state becomes larger. The control device.